CN102656391B - Control device for continuously variable transmission for vehicle - Google Patents
Control device for continuously variable transmission for vehicle Download PDFInfo
- Publication number
- CN102656391B CN102656391B CN201180004960.XA CN201180004960A CN102656391B CN 102656391 B CN102656391 B CN 102656391B CN 201180004960 A CN201180004960 A CN 201180004960A CN 102656391 B CN102656391 B CN 102656391B
- Authority
- CN
- China
- Prior art keywords
- speed
- gear
- speed change
- change level
- oil pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
- F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66254—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H2037/023—CVT's provided with at least two forward and one reverse ratio in a serial arranged sub-transmission
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
- F16H2061/163—Holding the gear for delaying gear shifts under unfavorable conditions, e.g. during cornering
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/02—Driving off
- F16H2312/022—Preparing to drive off
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2312/00—Driving activities
- F16H2312/16—Coming to a halt
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
- Transmission Devices (AREA)
Abstract
Disclosed is a control device for a continuously variable transmission for a vehicle, said continuously variable transmission being provided with a continuously variable transmission mechanism which is capable of steplessly changing transmission gear ratios; and an auxiliary transmission mechanism which is provided in series with the continuously variable transmission mechanism, which, by way of forward travel gear shift stages, comprises a first gear shift stage and a second gear shift stage having a lower transmission gear ratio than this first gear shift stage, and which selectively fastens or releases a plurality of friction fastening elements, thereby switching between the first gear shift stage and the second gear shift stage. The control device is characterized in that in a case where the vehicle is to be stopped starting at a state where the gear shift stage in the auxiliary transmission mechanism is in the second gear shift stage, the vehicle is stopped, with the gear shift stage in the auxiliary transmission mechanism maintained in the second gear shift stage.
Description
Technical field
The present invention relates to a kind of control gear of infinitely variable speed device for vehicles.
Background technique
A kind of control gear of infinitely variable speed device for vehicles is disclosed in (Japan) JP2000-346169A, control gear as this infinitely variable speed device for vehicles, except stepless speed changing mechanism also possesses the secondary gear of changeable a plurality of gear stage, driving force while walking in order to ensure recurrence after stopping changes to 1 speed by the speed change level of secondary gear by 2 speed before parking.
Summary of the invention
But, in the control gear of above-mentioned existing infinitely variable speed device for vehicles, driver, pin is left under the state of accelerator pedal, slowly slow down and the situation of stopping is inferior, sometimes when also not implementing to accelerate operation, driver just carries out lowering category from 2 speed to 1 speed.Driver easily feels that when implement not accelerating operation speed change impacts.Therefore,, in the control gear of existing infinitely variable speed device for vehicles, even exist the speed change impact while lowering category little, also exist and may bring uncomfortable feeling and this problem points of rideability variation to driver.
The present invention is conceived to problem points and completes, and its object is to improve rideability.
To achieve these goals, the invention provides a kind of control gear of infinitely variable speed device for vehicles, it possesses: stepless speed changing mechanism, and it can infinitely change gear ratio; Secondary gear, its setting of connecting with stepless speed changing mechanism, as advancing, by speed change level, comprise the first speed change level and the gear ratio second speed change level less than this first speed change level, by optionally connecting or discharging a plurality of friction linkage members, switch the first speed change level and the second speed change level, it is characterized in that, possesses gear change control device, the state that it is being the second speed change level from the speed change level of secondary gear makes vehicle parking, the speed change level of secondary gear is maintained to the second speed change level and remain unchanged and make vehicle parking.
Below, with reference to accompanying drawing, embodiments of the present invention, advantage of the present invention are elaborated.
Accompanying drawing explanation
Fig. 1 is the summary pie graph that is equipped with the vehicle of stepless speed variator;
Fig. 2 means the figure that the inside of gearbox controller forms;
Fig. 3 means the figure of one of speed change figure of speed changer example;
Fig. 4 is the flow chart that speed Control describes during to the parking of the first mode of execution;
Fig. 5 is the flow chart that variable-speed processing describes when stopping;
Fig. 6 is the time diagram that speed Control describes during to the parking of the first mode of execution;
Fig. 7 is the time diagram that speed Control describes during to the parking of the second mode of execution;
Fig. 8 follows in travelling in the situation that there is the time diagram of oil pressure less stress in the upshift of the pattern switching speed change of carrying out under power on-state;
Fig. 9 be in travelling, follow in the situation that the pattern of carrying out under power interruption state in switching the upshift of speed change, produced engine speed with the state of same rotational speed the time diagram between the temporary transient deadtime not changing.
Embodiment
Below, with reference to accompanying drawing etc., embodiments of the present invention are described.In the following description, the input speed that " gear ratio " of certain gear is this gear is divided by the value of the output speed gained of this gear.In addition, " lowest speed (Low) gear ratio " meaning is the maximum gear ratio of this gear." (High) gear ratio the most at a high speed " meaning is the minimum gear ratio of this gear.
(the first mode of execution)
Fig. 1 is the summary pie graph of vehicle that is equipped with the stepless speed changer of the first mode of execution of the present invention.This vehicle possesses motor 1 as power source.The output rotation of motor 1 via the torque converter 2 of locking clutch, the first gear train 3, stepless speed variator (hereinafter referred to as " speed changer ".) the 4, second gear train 5, hold whole speed reducer 6 to transmit to driving wheel 7 most.When the second gear train 5 is provided with and stops by the output shaft of speed changer 4 stop mechanism 8 of mechanical locking non-rotatably.
In addition, in vehicle, be provided with oil pump 10 that the part of the power that utilizes motor 1 drives, adjust from the oil pressure of oil pump 10 the oil pressure control loop 11 of supplying with to each position of speed changer 4, the gearbox controller 12 of controlling oil pressure control loop 11.Oil pressure control loop 11 and gearbox controller 12 form gear change control device.
Each formation is described to the secondary gear 30 that speed changer 4 possesses band type stepless speed changing mechanism (hereinafter referred to as " gear ") 20, is located at the back segment of gear 20 and connects with gear 20 and arrange.The meaning is the power transfer path from motor 1 to driving wheel 7 " to be arranged at back segment ", and secondary gear 30 is arranged at than gear 20 more by driving wheel 7 sides.In addition, " series connection arranges " meaning is gear 20 and the 30 series connection settings of secondary gear in same power transfer path.Secondary gear 30 can directly be connected with the output shaft of gear 20 as in the present embodiment, also can for example, via other gear or power transmission mechanism (gear train), connect.
Gear 20 possesses primary pulley 21, secondary pulley 22, volume is hung on the V-type band 23 between belt wheel 21,22.
Belt wheel 21,22 possess respectively fixing circular cone plate, with respect to this fixedly circular cone plate make the opposed state configuration of belt wheel face and and fixedly between circular cone plate, form V-type groove movable circular cone plate, be located at the back side of this movable circular cone plate and make movable circular cone plate at oil hydraulic cylinder 23a, the 23b of axle direction displacement.During oil pressure that adjustment is supplied with to oil hydraulic cylinder 23a, 23b, the width of V-type groove changes, and the contact radius of V-type band 23 and each belt wheel 21,22 changes, and gear gear ratio vRatio carries out stepless variation.
Secondary gear 30 be advance 2 grades, retreat the gear of 1 grade.Secondary gear 30 possess link two planetary planetary carriers draw dimension Nao formula planetary gears 31, with form a plurality of friction linkage members of drawing a plurality of rotatable members of tieing up Nao formula planetary gears 31 to be connected and to change their coupled condition (low speed (Low) break 32, at a high speed (High) clutch 33, Rev break 34).The oil pressure that adjustment is supplied with to each friction linkage member 32～34, when change respectively rubs connection, the releasing state of linkage member 32～34, the speed change level of secondary gear 30 is changed.In present embodiment, as low brake 32 is connected, and high-speed clutch 33 and Rev break 34 are discharged, the speed change level of secondary gear 30 becomes 1 speed.If high-speed clutch 33 is connected, low brake 32 and Rev break 34 are discharged, the speed change level of secondary gear 30 becomes gear ratio than 2 little speed of 1 speed.If Rev break 34 is connected, low brake 32 and high-speed clutch 33 are discharged, the speed change level of secondary gear 30 becomes and retreats.In explanation below, the speed change level of secondary gear 30 shows as " speed changer 4 is low-speed mode " while being 1 speed, shows as " speed changer 4 is fast mode " while being 2 speed.
Draw dimension Nao formula planetary gears 31 to possess front sun gear 311, rear sun gear 312, long small gear 313, short and small gear 314, gear ring 315, pre-planetary gear frame 316, rear planetary carrier 317.Draw dimension Nao formula planetary gears 31 for having combined the mechanism of the double pinion planetary gear mechanism being formed by rear sun gear 312, long small gear 313, short and small gear 314, gear ring 315 and rear planetary carrier 317 and the single pinion planetary gear mechanism being formed by front sun gear 311, long small gear 313, gear ring 315 and pre-planetary gear frame 316, share long small gear 313 and gear ring 315.
Rear sun gear 312 is and input shaft 35 links of secondary gear 30 and the external tooth gear rotating with input shaft 35 one.
Gear ring 315 is the internal-gears that are disposed at the surrounding of rear sun gear 312.Rev break 34 is located on gear ring 315.By connecting Rev break 32, prevent the rotation of gear ring 315.
Between rear sun gear 312 and gear ring 315, configure respectively a plurality of long small gears 313 as external tooth gear and as the short and small gear 314 of external tooth gear.
Long small gear 313 and gear ring 315, short and small gear 314 and 311 engagements of front sun gear.Long small gear 313 can be rotated (rotation) separately, also can be rotated around the surrounding of front sun gear 311 (revolution) simultaneously.
Short and small gear 314 and long small gear 313 and 312 engagements of rear sun gear.Short and small gear 314 can be rotated (rotation) separately, also can be rotated around the surrounding of rear sun gear 312 (revolution) simultaneously.
The rear planetary carrier 317 that gear ring 315, long small gear 313 and short and small gear 314 link by the output shaft 36 with secondary gear 30 is by centralized configuration.
On rear planetary carrier 317, high-speed clutch 33 is set.By connecting high-speed clutch 33, gear ring 315, long small gear 313 and short and small gear 314 rotate integratedly.
Front sun gear 311 is the external tooth gear meshing with long small gear 313.Front sun gear 311 is by pre-planetary gear frame 316 rotations supporting freely.
Low brake 32 is set on pre-planetary gear frame 316.By connecting low brake 32, prevent the rotation of front sun gear 311.
As shown in Figure 2, gearbox controller 12 is by CPU121, the storage device 122 consisting of RAM, ROM, input interface 123, output interface 124, form their interconnective buses 125.To input interface 123, input the output signal of engine load sensors 41, speed probe 42, vehicle speed sensor 43, oil temperature sensor 44, Circuit breaker 45 and acceleration stroke sensor 46 etc.The aperture of the closure of engine load sensor 41 detection motors 1 is (hereinafter referred to as " throttle opening ".)TVO。Speed probe 42 detect speed changers 4 input speed (rotating speed of=primary pulley 21, hereinafter referred to as " elementary rotating speed ".）Npri。The travelling speed that vehicle speed sensor 43 detects vehicle is (hereinafter referred to as " speed of a motor vehicle ".）VSP。Oil temperature sensor 44 detects the oil temperature of speed changer 4.Circuit breaker 45 detects the position of speed change lever.Acceleration stroke sensor 46 detects the amount of the entering into APO of accelerator pedal.The speed change figure (Fig. 4) that stores the speed Control program of speed changer 4 and use in this speed Control in storage device 122.
The speed Control program of storage execution in CPU121 read storage device 122, and to implementing various calculation process and generate speed Control signal via the various signals of input interface 123 inputs.And, via output interface 124, export the speed Control signal of generation to oil pressure control loop 11.Various values, its operation result that CPU121 is used in calculation process are suitably stored in storage device 122.
Oil pressure control loop 11 consists of a plurality of streams, a plurality of pressure control valve.The speed Control signal of oil pressure control loop 11 based on from gearbox controller 12, control a plurality of pressure control valves and switch the feed path of oil pressure, the oil pressure producing at oil pump 10 is modulated into the oil pressure needing, and each position to speed changer 4 is supplied with by it simultaneously.Thus, change the speed change level of gear gear ratio vRatio, secondary gear 30, carry out the speed change of speed changer 4.
Fig. 3 represents to be stored in one of the speed change figure example of the storage device 122 of gearbox controller 12.
On this speed change figure, the operating point of speed changer 4 is based on vehicle velocity V SP and elementary rotational speed N pri and determined.The gradient that links the operating point of speed changer 4 and the line at the zero point in the speed change figure lower left corner represent the gear ratio of speed changer 4 (hereinafter referred to as " run through gear ratio).）Ratio。Run through the gear ratio that gear ratio Ratio is gear 20 (hereinafter referred to as " gear gear ratio ") vRatio and be multiplied by the whole gear ratio of the gear ratio gained of secondary gear 30.
In this speed change figure, identical with the speed change figure of current Belt-type Adjustable-speed machine, each throttle opening TVO is set with to shift cable, the speed change of speed changer 4 is carried out according to the shift cable of selecting according to throttle opening TVO.In Fig. 3, for convenience of explanation, only show full load line (shift cable during throttle opening TVO=8/8), sub load line (shift cable during throttle opening TVO=4/8), slide line (shift cable during throttle opening TVO=0).
Speed changer 4 when low-speed mode, the low-speed mode lowest speed line that speed changer 4 can obtain gear gear ratio vRatio is made as to maximum and gear gear ratio vRatio is made as to minimum and carries out speed change between the high-speed line of low-speed mode that obtains.At this moment, the operating point of speed changer 4 moves in a-quadrant and B region.
On the other hand, when speed changer 4 is fast mode, the fast mode lowest speed line that speed changer 4 can obtain gear gear ratio vRatio is made as to maximum and gear gear ratio vRatio is made as to minimum and carries out speed change between the high-speed line of fast mode that obtains.At this moment, the operating point of speed changer 4 moves in B region and C region.
It is less than the gear ratio (fast mode lowest speed gear ratio) corresponding with fast mode lowest speed line that the gear ratio of each speed change level of secondary gear 30 is set as the gear ratio corresponding with the high-speed line of low-speed mode (low-speed mode high speed gear ratio).Thus, under low-speed mode, the scope that runs through gear ratio Ratio of obtainable speed changer 4 is that under low-speed mode ratio ranges and fast mode, the scope that runs through gear ratio Ratio of obtainable speed changer 4 is that fast mode ratio ranges partly repeats.That is,, when the operating point of speed changer 4 is positioned at by the B region of the high-speed line clamping of fast mode lowest speed line and low-speed mode, speed changer 4 can be selected arbitrary pattern of low-speed mode and fast mode.
In addition, in this speed change figure, the pattern that is set as carrying out the speed change of secondary gear 30 is switched shift cable (the 1-2 shift cable of secondary gear 30) and is overlapped in the high-speed line of low-speed mode.Corresponding with pattern switching shift cable runs through gear ratio (hereinafter referred to as " mode switch speed ratio ".) mRatio is set as the value equating with the high speed gear ratio of low-speed mode.And, when the operating point of speed changer 4 pattern of crossing is switched shift cable, during the running through gear ratio Ratio override mode switch speed ratio mRatio and change of speed changer 4, carry out pattern and switch speed change.
When pattern is switched speed change, gearbox controller 12 carries out the speed change of secondary gear 30, implements the coordination speed change of the direction change of opposite direction that gear gear ratio vRatio is changed to the gear ratio with secondary gear 30 simultaneously.Thereby making gear gear ratio vRatio change to the gear ratio with secondary gear 30 that contrary direction changes is for fear of pattern, to switch to run through in speed change in gear ratio Ratio, to produce differential and input rotation is changed to driver, bring uncomfortable feeling.
Particularly, during the running through gear ratio Ratio and become little state from the state larger than mode switch speed ratio mRatio of speed changer 4, gearbox controller 12 becomes 2 speed (1-2 speed change) by the speed change level of secondary gear 30 from 1 speed, meanwhile, gear gear ratio vRatio is changed to the large side of gear ratio.
On the contrary, during the running through gear ratio Ratio and become large state from the state less than mode switch speed ratio mRatio of speed changer 4, gearbox controller 12 becomes 1 speed (2-1 speed change) by the speed change level of secondary gear 30 from 2 speed, gear gear ratio vRatio is changed to the little side of gear ratio simultaneously.
But, according to the retardation of vehicle, in order not make to run through, in gear ratio Ratio, produce differentially, in 2-1 speed change, sometimes the gear gear ratio vRatio that changes to the little side of gear ratio must be changed to the large side of gear ratio.
In the situation that the speed change level of the secondary gear 30 of change, when gear gear ratio vRatio is positioned at high-speed side (hour) speed change impact and to diminish.This is that the speed change of secondary gear 30 is impacted less this physical property due to less to the torque of secondary gear 30 inputs.
Therefore,, in 2-1 speed change, when gear gear ratio vRatio changes to the large side of gear ratio, speed change is impacted and is promoted, thereby brings uncomfortable feeling to driver.The situation of carrying out slowly deceleration the state that especially pin leaves from accelerator pedal is completely inferior, and driver, when not implementing to accelerate operation, is promoted if speed change is impacted, and the uncomfortable feeling of bringing to driver also will increase.
Thus, in present embodiment, when the state that is 2 speed from the speed change level of secondary gear 30 starts to stop, do not change speed change level and keep constant parkings of 2 speed.And, during parking, the speed change level of secondary gear 30 is changed to 1 speed by 2 speed.
Thus, when the state that is 2 speed from the speed change level of secondary gear 30 stops, owing to not carrying out to the speed change of 1 speed, therefore, can prevent that the speed change producing to 1 fast speed change from impacting.In addition, after stopping, the speed change level of secondary gear 30 is changed to 1 speed by 2 speed, the driving force in the time of can guaranteeing recurrence step.
At this, when changing the speed change level of secondary gear 30, preferably so that the friction linkage member of attachment side (is high-speed clutch 33 during 1-2 speed change, during 2-1 speed change, be low brake 32) torque capacity and the friction linkage member that discharges side (during 1-2 speed change, be low brake 32, during 2-1 speed change, be high-speed clutch 33) the total torque capacity mode larger than the input torque of secondary variable-speed motor 30 that be added of torque capacity, control the oil pressure of the linkage member that respectively rubs.This is that the linkage member that likely makes respectively to rub slides owing to adding up to torque capacity than the input torque hour of secondary gear 30, and engine speed sharply rises, or produces while connecting after sliding and impact.In addition, torque capacity refers to the transferable upper limit torque of the linkage member that respectively rubs.
While carrying out 2-1 speed change during parking, because secondary gear 30 is non-rotary state, so even if making the friction linkage member of attachment side is that the oil pressure of low brake 32 increases, the torque capacity of low brake 32 is increased, can not produce impact yet.
Therefore, while carrying out 2-1 speed change during parking, by the undertaker of the input torque of secondary gear 30, by the friction linkage member that discharges side, be that high-speed clutch 33 is while changing low brake 32 into, the torque capacity of low brake 32 is increased to after the input torque of secondary gear 30, as long as the torque capacity of high-speed clutch 33 is reduced.
At this, while considering the speed change level of the secondary gear 30 of middle change that travels, the torque capacity of friction linkage member (being low brake 32 when speed changer 4 is low-speed mode, is that fast mode is high-speed clutch 33) of middle connection of preferably travelling is the non-slip minimum torque capacity of this friction linkage member.That is the capacity of, preferably the torque capacity of the friction linkage member of the middle connection of travelling being controlled as making the input torque of secondary gear 30 have the surplus of regulation (is equivalent to the torque of input torque.Hereinafter referred to as " target torque capacity conventionally ".）。
More specifically, preferably the oil pressure that is supplied to the friction linkage member of the middle connection of travelling is controlled for the torque capacity of this friction linkage member be that the oil pressure of common target torque capacity is (hereinafter referred to as " common target oil pressure ".）。
If this is when to be oil pressure due to the friction linkage member of the middle connection of travelling above higher than necessity with respect to common target oil pressure, the friction in travelling increases, and fuel consumption increases.
In addition, be oil pressure due to the friction linkage member of the middle connection of travelling when above higher than necessity with respect to common target oil pressure, travelling variation when the middle adjoint mode that travels switches speed change and upgrades.About this point, with reference to Fig. 8 and Fig. 9, describe.
Fig. 8 follows the pattern of carrying out under power on-state to switch upgrading (hereinafter referred to as " power is connected and upgraded " of speed change in travelling.) in there is the time diagram in the situation of oil pressure less stress.Fig. 9 follows the pattern of carrying out under power interruption state to switch upgrading (hereinafter referred to as " power disconnects and upgrading " of speed change in travelling.) in produced the time diagram in the situation between the deadtime that engine speed temporarily do not change with the state of same rotational speed.
Power on-state refer to bend the throttle state, be that the input torque of speed changer 4 is the state of positive torque (torque that the input side of speed changer 4 is driving side).Power interruption state refer to bend the throttle not state, be the state that the input torque of speed changer 4 is negative torque (torque that the outlet side of speed changer 4 is driving side).
As shown in Figure 8, power is connected in situation about upgrading, and secondary gear 30 completes 1-2 speed change via preparatory stage, torque phase, inertia phase and the stage of completing.
Preparatory stage is for changing the stage of preparing of the speed change level of secondary gear 30.Particularly, the oil pressure of the friction linkage member of the release side of secondary gear 30 is reduced to release initial stage pressure, the target oil pressure of the friction linkage member of attachment side is kept being reduced to standby pressure (connection initial stage pressure) after the preacceleration inflation stipulated time.The release initial stage presses and to refer to the torque capacity that discharges the friction linkage member of side is made as to the oil pressure value that discharges the capacity that the friction linkage member of side skids.That is be, for the torque capacity that discharges the friction linkage member of side being made as to the oil pressure value of the input torque that is equivalent to secondary gear 30.Standby pressure is to instigate the torque capacity of the friction linkage member of attachment side to be made as the oil pressure value of capacity that can transmission of torque at the friction linkage member of attachment side.
Torque phase is the stage of changing the undertaker of the input torque of secondary gear 30 the friction linkage member of attachment side into from discharging the friction linkage member of side.Particularly, the oil pressure that makes to discharge the friction linkage member of side reduces towards zero, on the other hand, the oil pressure of the friction linkage member of attachment side is increased from the standby row of compressing into.
Inertia phase is to become the stage that gear ratio is certain after the gear ratio variation of secondary gear 30 starts.Particularly, the oil pressure that makes to discharge the friction linkage member of side reduces towards zero, on the other hand, the oil pressure of the friction linkage member of attachment side is increased from the standby row of compressing into.
The stage of completing is the stage that the friction linkage member of attachment side is connected completely.
At this, if discharge the oil pressure of the friction linkage member of side, with respect to the release initial stage, to press too highly, the oil pressure that makes to discharge the friction linkage member of side in the preparatory stage converges to the release initial stage less stress likely occurs while pressing.When there is such less stress, the input torque of secondary gear 30 is temporarily large than the torque capacity of the friction linkage member of release side.Therefore, the friction linkage member that likely makes to discharge side slides, and engine speed sharply rises, or produces during the connection after sliding and impact, and makes travelling variation.
In order to suppress such less stress, occur, the oil pressure that can consider to make to discharge the friction linkage member of side is slowly reduced to the release initial stage and presses.
But as shown in Figure 9, power disconnects in situation about upgrading, situation about upgrading from power connection is different, is inertia phase after the preparatory stage.Therefore,, if the oil pressure that discharges the friction linkage member of side is slowly reduced to release initial stage pressure, the time before starting to inertia phase increases.
At this, in present embodiment, make to run through gear ratio Ratio and for example run through speed change DRatio, with transient response (secondary response) variation of regulation towards arrival.That is, set for making to run through gear ratio Ratio and with the transient response of regulation, towards arrival, run through the target that speed change DRatio changes and run through gear ratio Ratio0, will run through gear ratio Ratio and control and run through gear ratio Ratio0 for target.And, target is run through to gear ratio Ratio0 divided by the gear ratio of secondary gear 30, to the target change gear ratio of gear 20 (hereinafter referred to as " gear target change gear ratio ".) vRatio0 carries out computing, controls gear 20 so that gear gear ratio vRatio becomes gear target change gear ratio vRatio0.
Therefore,, before the inertia phase changing in the gear ratio of secondary gear 30 starts, only make gear gear ratio vRatio change and will run through gear ratio Ratio to control and run through gear ratio Ratio0 for target.
Therefore, the time of inertia phase before starting is when long, and before inertia phase starts, gear gear ratio vRatio likely arrives the high speed gear ratio of gear 20 (hereinafter referred to as " gear high speed gear ratio ".）。So before inertia phase starts, running through gear ratio Ratio is indeclinable state (with reference to the part of dotted line in figure), in no matter whether upgrading, all can produce engine speed between indeclinable deadtime.Its result, the rotation smoothly during speed change changes impaired, rideability variation.In addition, during the output speed of speed changer 4 high (speed of a motor vehicle is high), under the high state of engine speed, produce between deadtime, therefore, fuel consumption increases.
At this, as present embodiment, in the situation that the speed change level of secondary gear 30 is to stop under the state of 2 speed, the driving force during in order to ensure recurrence step, should change to 1 speed by the speed change level of secondary gear 30 during parking as quickly as possible.
But, while carrying out 2-1 speed change during parking, if the target oil pressure that is low brake 32 by the friction linkage member of attachment side is set as common target oil pressure, before when step recurrence, have little time to carry out the speed change of secondary gear 30, likely can not guarantee driving force.
As mentioned above, while carrying out 2-1 speed change during parking, after the torque capacity of low brake 32 being increased to the input torque of secondary gear 30, the torque capacity of high-speed clutch 33 is reduced.Therefore, the time that the torque capacity of low brake 32 arrives till the input torque of secondary gear 30 is longer, and the speed change time of secondary gear 30 is longer.
While carrying out 2-1 speed change during parking, the friction linkage member that makes attachment side is that the oil pressure of low brake 32 is changed to target oil pressure with the transient response of stipulating.Therefore, owing to the target oil pressure of low brake 32 being set as more higher than the torque capacity of low brake 32 being set as to the oil pressure of the input torque of secondary gear 30, oil pressure rises faster, therefore the time that, the torque capacity of low brake 32 arrives till the input torque of secondary gear 30 is shorter.
Therefore,, if the target oil pressure of low brake 32 is set as being equivalent to the common target oil pressure of the input torque of secondary gear 30, the time that torque capacity of low brake 32 arrives till the input torque of secondary gear 30 increases.Therefore, before when step recurrence, have little time to carry out the speed change of secondary gear 30, likely can not guarantee driving force.
As above,, as present embodiment, in the situation that the speed change level of secondary gear 30 is to stop under the state of 2 speed, while carrying out 2-1 speed change during parking, preferably the target oil pressure of low brake 32 is set as to high as far as possible value.
Therefore, in present embodiment, while carrying out 2-1 speed change during parking, target torque capacity when the target torque capacity of low brake 32 is set as than the high starting of common target torque capacity.Target oil pressure while more specifically, the target oil pressure of low brake 32 being set as than the high starting of common target oil pressure.Target oil pressure required oil pressure of target torque capacity when the torque capacity of low brake 32 is set as starting to walk during starting.
Below, during to the parking of this present embodiment, speed Control describes.Gearbox controller 12 for example, is carried out this program with the execution cycle (10ms) of regulation.
Fig. 4 is the flow chart that speed Control describes during to the parking of present embodiment.
In step S1, gearbox controller 12 judges whether the speed change level of secondary gear 30 is 2 speed.For gearbox controller 12, if the speed change level of secondary gear 30 is 2 speed, processing is moved to step S2,1 speed, completes this processing if.
In step S2, gearbox controller 12 determines whether the speed change level of secondary gear 30 is changed to the requirement of 1 speed from 2 speed.Particularly, judge speed changer 4 whether run through gear ratio Ratio larger than mode switch speed ratio mRatio.If gearbox controller 12 judge speed changers 4 to run through gear ratio Ratio larger than mode switch speed ratio mRatio, have 2-1 speed change request, processing is moved to step S3, otherwise, complete this processing.
In step S3, gearbox controller 12 judges that vehicles are whether in deceleration.If gearbox controller 12 judges that vehicle, not in deceleration, moves to processing step S4, if in slowing down, processing is moved to step S5.
In step S4, gearbox controller 12 is implemented above-mentioned pattern and is switched speed change.Particularly, the speed change level of secondary gear 30 is changed to 1 speed (2-1 speed change) from 2 speed, gear gear ratio vRatio is changed to the little side of gear ratio simultaneously.That is, make mode switch speed ratio mRatio as for making the speed change level of secondary gear 30 change to the downshift line of 1 speed and play a role from 2 speed.
In step S5, gearbox controller 12 is not implemented above-mentioned pattern and is switched speed change, the speed change level of secondary gear 30 is continued to be maintained 2 speed and remain unchanged.That is, mode switch speed ratio mRatio does not make the speed change level of secondary gear 30 change to the downshift line of 1 speed and play a role from 2 speed as being used for.
In step S6, gearbox controller 12 judges whether vehicle stops.For gearbox controller 12, if vehicle stops, processing is moved to step S7, if also do not stopped, complete this processing.
In step S7, variable-speed processing when gearbox controller 12 is implemented to stop.About concrete content, below with reference to Fig. 5, narrate.
Fig. 5 is the flow chart that variable-speed processing describes when stopping.
In step S71, gearbox controller 12 is controlled torque capacity target torque capacity when starting of low brake 32.Particularly, target oil pressure when the target oil pressure of low brake 32 is set as starting to walk, makes oil pressure target oil pressure when starting of low brake 32 change with the transient response of stipulating.
In step S72, gearbox controller 12 judges whether the torque capacity of low brake 32 is greater than the input torque of secondary gear 30.Particularly, judgement makes oil pressure target oil pressure time afterwards that changes when starting of low brake 32 whether surpass the stipulated time.For gearbox controller 12, if make oil pressure target oil pressure time afterwards that changes when starting of low brake 32 surpass the stipulated time, processing is moved to step S73, otherwise complete this processing.
In step S73, gearbox controller 12 is set as zero by the target oil pressure of high-speed clutch 33, and the oil pressure of high-speed clutch 33 is changed towards zero with the transient response of stipulating.
Fig. 6 is the time diagram that speed Control describes during to the parking of present embodiment.For the ease of understanding the present invention, with the situation that the target oil pressure of low brake 32 is set as to common target oil pressure as a comparative example, with fine rule, represent.
At moment t1, while making vehicle parking under the speed change level of secondary gear 30 is the state of 2 speed, at moment t2, target oil pressure when the target oil pressure of low brake 32 is set to starting, makes oil pressure target oil pressure when starting of low brake 32 change with the transient response of stipulating.
At moment t3, since the transient time of moment t2, be greater than the stipulated time, when the torque capacity of low brake 32 is greater than the input torque of secondary gear 30, the oil pressure of high-speed clutch 33 is changed towards zero.
At moment t5, complete 2-1 speed change.
At this, in the situation of present embodiment, target oil pressure when the target oil pressure of low brake 32 is set as than the large starting of common target oil pressure.Therefore, in comparative example, at moment t4, the torque capacity of low brake 32 is larger than the input torque of secondary gear 30, but in present embodiment, than Zao moment t3, the torque capacity of low brake 32 is larger than the input torque of secondary gear 30.
That is, compare with comparative example, for the torque capacity of low brake 32, than the large needed time of the input torque of secondary gear 30, shorten.Therefore, for 2-1 speed change, completing constantly, be t6 constantly with respect to comparative example, is than it short moment t5 in present embodiment, compares with comparative example, the speed change time shorten of the secondary gear 30 in the time of can be by parking.
According to present embodiment discussed above, while making vehicle parking from the speed change level of secondary gear 30 is the state of 2 speed, the speed change level of secondary gear 30 remains unchanged and makes vehicle parking with the state of 2 speed.And the speed change level of secondary gear 30 changes to 1 speed from 2 speed during parking.
Thus, do not make the speed change level of secondary gear 30 change to 1 speed from 2 speed before parking in travelling, in addition, during parking, the speed change level of secondary gear 30 changes to 1 speed from 2 speed, therefore, can prevent that the speed change of secondary gear 30 from impacting, and can improve rideability.In addition, during parking, the speed change level of secondary gear 30 is changed to 1 speed from 2 speed, therefore, the driving force in the time of can guaranteeing recurrence step.
In addition, while the speed change level of secondary gear 30 being changed to 1 speed from 2 speed during parking, target oil pressure when the target oil pressure that is low brake 32 by the friction linkage member of attachment side is set as starting to walk.And, oil pressure target oil pressure when starting of low brake 32 is changed with the transient response of stipulating.
At this, during starting, for the torque capacity that makes low brake 32, to be equivalent to the common target oil pressure of input torque of secondary gear 30 high for target oil pressure ratio.Therefore, the gradient that oil pressure rises increases, the torque capacity that can make low brake 32 than the oil pressure that makes low brake 32 with the transient response of regulation the more Zao input torque that arrives secondary gear 30 of situation towards common target oil pressure variation.
Therefore,, when the speed change level that makes secondary gear 30 during parking changes to 1 speed from 2 speed, can make sooner the oil pressure of high-speed clutch 32 reduce than the situation that the target oil pressure of low brake 32 is set as to common target oil pressure.Speed change time shorten while the speed change level of secondary gear 30 being changed to 1 speed from 2 speed in the time of therefore, can making to stop.
Thus, before when step recurrence, can complete more reliably the speed change of secondary gear 30.Thus, in the time of can suppressing recurrence step, the speed change of secondary gear 30 does not complete caused driving force deficiency.
(the second mode of execution)
Then, the second mode of execution of the present invention is described.The second mode of execution of the present invention is implemented neutral idle (hereinafter to be referred as " N idling ") and is controlled in this point different from the first mode of execution when the parking of defined terms establishment.Below, this difference is described.In addition,, in each mode of execution shown below, to playing the part of same function with above-mentioned mode of execution, use same symbol and suitably the repetitive description thereof will be omitted.
N idle speed control is while stopping and speed change lever enters that while travelling gear, to make the low brake 32 of secondary gear 30 be the control of sliding mode.Particularly, during parking and speed change lever enter while travelling gear, the N idling that the oil pressure of low brake 32 is increased to regulation slowly reduces oil pressure after starting oil pressure, and the torque capacity of low brake 32 is reduced near zero.
In addition,, in present embodiment, based on be supplied to oil hydraulic cylinder 23a via oil pressure control loop 11 from oil pump 10 when stopping, the oil pressure of 23b is (hereinafter referred to as " main pressure ".) set N idling and start oil pressure.Particularly, the upper limit that N idling is started to oil pressure is made as below main pressure.
This be due to can be supplied to low brake 32 oil pressure value on be limited to main pressure, therefore, if N idling is started to the main pressure large value of oil pressure while being set as than common stop, need to make main pressure self to rise.Therefore, correspondingly, need to make neutral gear rise of rotational speed, thus, fuel consumption increases.
By implementing N idle speed control, torque converter 2 is discharged from stall conditions, can be by the load reduction of motor 1, therefore, the fuel consumption in the time of can suppressing to stop.
Therefore, during parking, carry out in the situation of 2-1 speed change, wait for after 2-1 speed change completes and implement N idle speed control.Therefore, if after 2-1 speed change completes, make the oil pressure of low brake 32 start oil pressure towards N idling and change, implementing to need spended time before N idle speed control, fuel consumption increases.
Therefore, in present embodiment, start oil pressure when by starting and be set as N idling and start oil pressure, can after 2-1 speed change completes, implement N idle speed control at once.
Fig. 7 (B) is the time diagram that speed Control describes during to the parking of present embodiment.In addition,, for ease of understanding invention, the target oil pressure of low brake 32 is set as to the time diagram of the situation of common target oil pressure, be illustrated in as a comparison Fig. 7 (A).
In the situation of present embodiment, at moment t21, the target oil pressure of low brake 32 is set to N idling and starts oil pressure, makes the oil pressure of low brake 32 start oil pressure with the transient response variation of regulation towards N idling.
And, at moment t22, when completing, 2-1 speed change starts immediately N idle speed control, and the oil pressure of low brake 32 is slowly reduced, the torque capacity of low brake 32 is reduced near zero.
In contrast, the in the situation that of comparative example, at moment t22, complete after 2-1 speed change, need to make the oil pressure of low brake 32 rise to N idling from common target oil pressure and start oil pressure.So, from the oil pressure of low brake 32, rise to the moment t23 that N idling starts oil pressure and start N idle speed control.Therefore, compare with the situation of present embodiment, spended time before starting N idle speed control, therefore, fuel consumption increases.
According to present embodiment described above, during by starting, target oil pressure is set as N idling and starts oil pressure, therefore can after 2-1 speed change completes, implement immediately N idle speed control.
Thus, except obtaining the effect identical with the first mode of execution, the fuel consumption in the time of can also suppressing to stop, can improve fuel consumption.
About above explanation, at this by reference and enrolled the content of No. 2010-37065, Patent that the applying date is the Japan on February 23rd, 2010.
Above, by specific mode of execution, this invention is illustrated, but this invention is not limited to above-mentioned mode of execution.For a person skilled in the art, in technical scope of the present invention, can apply various modifications or change to above-mentioned mode of execution.
For example, secondary gear 30 is as the speed change level of the use of advancing, to have the gear of 2 grades of 1 speed and 2 speed, but also secondary gear 30 can be made as to the gear as the speed change level of the use of advancing with more than 3 grades speed change levels.
In addition, use and draw dimension Nao formula planetary gears to form secondary gear 30, but be not limited to this formation.For example, common planetary gears and friction linkage member can be combined and form, or form by a plurality of power transfer path that form with the different a plurality of gear trains of gear ratio and the friction linkage member that switches these power transfer path.
In addition, as making the movable circular cone plate of belt wheel 21,22 possess oil hydraulic cylinder 23a, 23b at the actuator of axle direction displacement, but actuator is not limited to the actuator driving with oil pressure, can be also electric drive actuator.
In addition, mode switch speed ratio is set as to the value that equates with the high speed gear ratio of low-speed mode, but also comprises situation about equally in this said " equating ", such situation is also contained in the scope of technology of the present invention.
In addition, what as stepless speed changing mechanism 20 illustrations, use band and belt wheel is that band type stepless speed changing mechanism is illustrated, but is not limited thereto.Can be also for example use chain and belt wheel be chain type stepless speed changing mechanism, power roller and input output dish be ring type stepless speed changing mechanism.
Claims (2)
1. a control gear for infinitely variable speed device for vehicles, possesses:
Stepless speed changing mechanism, it can infinitely change gear ratio;
Secondary gear, its setting of connecting with described stepless speed changing mechanism, as advancing, by speed change level, comprise the first speed change level and the gear ratio second speed change level less than this first speed change level, by optionally connecting or discharging a plurality of friction linkage members, switch the first speed change level and the second speed change level, it is characterized in that
Possess:
Gear change control device, the state that it is being the second speed change level from the speed change level of described secondary gear makes vehicle parking, the speed change level of described secondary gear is maintained to the second speed change level and remain unchanged and make vehicle parking;
Target torque capacity setting device during parking, when the speed change level of described secondary gear being maintained to the second speed change level remains unchanged and the speed change level of described secondary gear being switched to the first speed change level from the second speed change level during parking after making vehicle parking, during described stop, target torque capacity setting device is set as the target torque capacity of the attachment side friction linkage member in described a plurality of friction linkage members, torque capacity during to the large starting of the torque of the input torque of described secondary gear input when being equivalent to stop.
2. the control gear of infinitely variable speed device for vehicles as claimed in claim 1, is characterized in that,
Possesses neutral idle control gear, while stopping under the speed change level of described secondary gear is the state of the first speed change level, described neutral idle control gear will be after neutral idle that the torque capacity of the friction linkage member that connects of the first speed change level is increased to regulation starts torque capacity for making the speed change level of described secondary gear, be reduced to and be roughly zero
When during described parking, target torque capacity setting device is by described starting, torque capacity is set as described neutral idle and starts torque capacity.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2010-037065 | 2010-02-23 | ||
| JP2010037065 | 2010-02-23 | ||
| PCT/JP2011/053666 WO2011105323A1 (en) | 2010-02-23 | 2011-02-21 | Control device for continuously variable transmission for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102656391A CN102656391A (en) | 2012-09-05 |
| CN102656391B true CN102656391B (en) | 2014-10-29 |
Family
ID=44506731
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201180004960.XA Active CN102656391B (en) | 2010-02-23 | 2011-02-21 | Control device for continuously variable transmission for vehicle |
Country Status (8)
| Country | Link |
|---|---|
| US (1) | US9022900B2 (en) |
| EP (1) | EP2541101B1 (en) |
| JP (1) | JP5344081B2 (en) |
| CN (1) | CN102656391B (en) |
| BR (1) | BR112012021711B1 (en) |
| MX (1) | MX341897B (en) |
| RU (1) | RU2508487C1 (en) |
| WO (1) | WO2011105323A1 (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104662336B (en) * | 2012-09-27 | 2016-09-07 | 加特可株式会社 | Buncher and control method thereof |
| KR101706494B1 (en) * | 2013-03-27 | 2017-02-13 | 쟈트코 가부시키가이샤 | Control device for belt-type continuously variable transmission |
| CN105531512B (en) * | 2013-10-23 | 2017-07-07 | 加特可株式会社 | The control device of buncher |
| EP3061995B8 (en) * | 2013-10-24 | 2018-03-21 | Jatco Ltd | Oil pressure control device for belt-type continuously variable transmission |
| US10308255B2 (en) | 2014-01-16 | 2019-06-04 | Transmission Cvtcorp Inc. | Slip control method and arrangement for a driveline including a continuously variable transmission |
| WO2016017271A1 (en) * | 2014-07-29 | 2016-02-04 | ジヤトコ株式会社 | Continuously variable transmission and control method therefor |
| WO2016015149A1 (en) * | 2014-07-30 | 2016-02-04 | Transmission Cvtcorp Inc. | Hydraulic slip control method and arrangement for a driveline including a continuously variable transmission |
| EP3176045B1 (en) * | 2014-07-31 | 2018-05-09 | JATCO Ltd | Control device and control method for vehicle |
| US9746070B2 (en) | 2014-11-26 | 2017-08-29 | Polaris Industries Inc. | Electronic control of a transmission |
| US9482329B2 (en) * | 2015-01-08 | 2016-11-01 | GM Global Technology Operations LLC | Multi-mode transmission for vehicle powertrain system |
| US10436312B2 (en) * | 2015-02-06 | 2019-10-08 | Nissan Motor Co., Ltd. | Control system for automatic transmission |
| JP6353971B2 (en) * | 2015-03-20 | 2018-07-04 | ジヤトコ株式会社 | Transmission control device and transmission control method |
| CN107735602B (en) * | 2015-06-23 | 2019-08-02 | 加特可株式会社 | The control method of speed changer and speed changer |
| US10527161B2 (en) * | 2015-09-10 | 2020-01-07 | Jatco Ltd | Control device for automatic transmission and control method for automatic transmission |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0199533A1 (en) * | 1985-04-17 | 1986-10-29 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling power transmission system in an automotive vehicle |
| US4682518A (en) * | 1984-10-24 | 1987-07-28 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling hydraulically-operated power transmitting system including continuously variable transmission |
| CN1869479A (en) * | 2005-05-26 | 2006-11-29 | 日产自动车株式会社 | Split type continuously variable transmission |
Family Cites Families (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS61241561A (en) * | 1985-04-17 | 1986-10-27 | Toyota Motor Corp | Control method of transmission for vehicle |
| JPH0754111B2 (en) | 1985-09-06 | 1995-06-07 | トヨタ自動車株式会社 | Ignition timing control method for vehicle equipped with automatic transmission |
| JP2759938B2 (en) * | 1986-02-04 | 1998-05-28 | トヨタ自動車株式会社 | Vehicle transmission control method |
| JPH0723059B2 (en) | 1986-05-07 | 1995-03-15 | トヨタ自動車株式会社 | Control method for vehicle transmission including continuously variable transmission and auxiliary transmission |
| JPH07102791B2 (en) * | 1986-12-11 | 1995-11-08 | トヨタ自動車株式会社 | Control device for continuously variable transmission for vehicle |
| JPS63280957A (en) * | 1987-05-13 | 1988-11-17 | Toyota Motor Corp | Hydraulic pressure controlling method for automatic transmission for vehicle |
| JPH01108464A (en) * | 1987-10-20 | 1989-04-25 | Honda Motor Co Ltd | Speed change control for continuously variable transmission of automobile |
| JPH01176851A (en) | 1987-12-28 | 1989-07-13 | Aisin Aw Co Ltd | Control device for belt type continuously variable transmission |
| US5005442A (en) | 1987-12-11 | 1991-04-09 | Aisin Aw Co., Ltd. | Control system for stepless belt transmissions |
| JPH1182729A (en) * | 1997-09-03 | 1999-03-26 | Toyota Motor Corp | Shift controller of twin clutch automatic transmission |
| JP2000346169A (en) | 1999-06-07 | 2000-12-12 | Toyota Motor Corp | Control device of vehicle continuously variable transmission |
| CN101788041B (en) | 2002-09-30 | 2012-11-14 | 乌尔里克·罗斯 | Vari-speed drive |
| JP4071649B2 (en) | 2003-02-27 | 2008-04-02 | ジヤトコ株式会社 | Shift control device for belt type continuously variable transmission |
| JP4637632B2 (en) * | 2005-03-31 | 2011-02-23 | 株式会社エクォス・リサーチ | Continuously variable transmission |
| JP5048612B2 (en) | 2008-08-06 | 2012-10-17 | 三菱電機ビルテクノサービス株式会社 | Escalator |
-
2011
- 2011-02-21 WO PCT/JP2011/053666 patent/WO2011105323A1/en active Application Filing
- 2011-02-21 RU RU2012140514/11A patent/RU2508487C1/en active
- 2011-02-21 CN CN201180004960.XA patent/CN102656391B/en active Active
- 2011-02-21 EP EP11747284.5A patent/EP2541101B1/en active Active
- 2011-02-21 US US13/579,152 patent/US9022900B2/en active Active
- 2011-02-21 BR BR112012021711-9A patent/BR112012021711B1/en active IP Right Grant
- 2011-02-21 JP JP2012501766A patent/JP5344081B2/en active Active
- 2011-02-21 MX MX2012008134A patent/MX341897B/en active IP Right Grant
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4682518A (en) * | 1984-10-24 | 1987-07-28 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling hydraulically-operated power transmitting system including continuously variable transmission |
| EP0199533A1 (en) * | 1985-04-17 | 1986-10-29 | Toyota Jidosha Kabushiki Kaisha | Method and apparatus for controlling power transmission system in an automotive vehicle |
| CN1869479A (en) * | 2005-05-26 | 2006-11-29 | 日产自动车株式会社 | Split type continuously variable transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| RU2508487C1 (en) | 2014-02-27 |
| CN102656391A (en) | 2012-09-05 |
| US9022900B2 (en) | 2015-05-05 |
| US20120322613A1 (en) | 2012-12-20 |
| EP2541101A1 (en) | 2013-01-02 |
| MX2012008134A (en) | 2012-08-15 |
| EP2541101A4 (en) | 2013-12-11 |
| BR112012021711B1 (en) | 2020-12-08 |
| MX341897B (en) | 2016-09-07 |
| JPWO2011105323A1 (en) | 2013-06-20 |
| BR112012021711A2 (en) | 2016-08-16 |
| EP2541101B1 (en) | 2015-04-15 |
| JP5344081B2 (en) | 2013-11-20 |
| WO2011105323A1 (en) | 2011-09-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102656391B (en) | Control device for continuously variable transmission for vehicle | |
| CN103557320B (en) | Stepless speed variator and shifting control method thereof | |
| CN101956817B (en) | Continuously variable transmission and control method thereof | |
| CN102381306B (en) | Coast stop vehicle and method thereof | |
| CN102401121B (en) | Continuously variable transmission and shift control method | |
| CN103363102B (en) | The control device of buncher | |
| CN103158712B (en) | The control method of coast stop vehicle and coast stop vehicle | |
| CN101846182B (en) | Continuously variable transmission and controlling method thereof | |
| CN101846177B (en) | Continuously variable transmission and control method thereof | |
| CN102401125B (en) | Automatic transmission and hydraulic control device | |
| CN102529944B (en) | Coast stop vehicle | |
| CN101846183B (en) | Continuously variable transmission and control method thereof | |
| CN102003507A (en) | Continuously variable transmission and control method thereof | |
| KR20100035117A (en) | Continuously variable transmission and method for controlling said transmission | |
| KR20100035115A (en) | Continuously variable transmission and method for controlling said transmission | |
| CN102686916A (en) | Automatic transmission and hydraulic oil control method therefor | |
| CN103322183B (en) | The gear change control device of stepless speed variator | |
| CN104684777A (en) | Continuously variable transmission and control method therefor | |
| KR20110007976A (en) | Control apparatus for continuously variable transmission for vehicle | |
| WO2017122603A1 (en) | Gear shift control device for vehicle transmission and gear shift control method for vehicle transmission | |
| CN104364131B (en) | Controller of vehicle and control method for vehicle | |
| CN102401122A (en) | Continuously variable transmission and shift control method thereof | |
| CN103261753A (en) | Continuously variable transmission for vehicle | |
| CN105531511A (en) | Control device for continuously variable transmission equipped with auxiliary transmission | |
| CN104487742A (en) | Automatic transmission for vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |